Test Charts / Tire Reviews

Michelin Pilot Sport 4S vs Michelin Pilot Sport All Season 4 vs Michelin X-Ice Snow

Compare each discipline in the tested size. See the measured result, position and gap to the best tire, then read the verdict for the trade-offs behind the finishing order.

Tested size: 245/40 R18
Tires tested: 2
Disciplines: 3

Read the measurements, not just the rank

Lower is better for braking distances and lap times; higher is better for subjective scores and aquaplaning speed. Bars start at zero. Read the gap alongside the position: adjacent tires can be separated by very different margins.

Positions and gaps always refer to the full test field within each group. Selecting tires does not recalculate rankings or change the best-in-test benchmark.

Snow

Snow Braking
Tire	Result	Gap to best	Residual speed
Michelin X Ice Snow	32 ft	Best	0 mph
Michelin Pilot Sport All Season 4	41 ft	+9 ft	39 mph
RefMichelin Pilot Sport 4 S	109 ft	+77 ft	67 mph

The difference between best and worst was 243% (77 ft ≈ 5.2 Car Lengths). From 80 mph, the Michelin Pilot Sport All Season 4 would still be travelling at 39 mph when the Michelin X Ice Snow had stopped.

Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.

Snow Traction
Tire	Result	Gap to best
Michelin X Ice Snow	3.53 s	Best
Michelin Pilot Sport All Season 4	5.71 s	+2.18 s
RefMichelin Pilot Sport 4 S	23.7 s	+20.17 s

The difference between best and worst was 571.4% (20.17 s).

Snow Handling
Tire	Result	Gap to best
Michelin X Ice Snow	83.91 s	Best
Michelin Pilot Sport All Season 4	105.73 s	+21.82 s
RefMichelin Pilot Sport 4 S	173.71 s	+89.80 s

The difference between best and worst was 107% (89.8 s).

Test setup & methodology

The test setting, the conditions recorded and how the results contribute to the score.

Show full testing methodology

Recorded test conditions

Snow Braking: 20 → 5 MPH
Snow Traction: 5 → 20 MPH

Score Weighting

Weights express the scoring priorities, not how much each discipline actually changed the finishing order. The size of the performance gaps matters too. Category weights contribute to the overall score. Within each category, discipline weights divide that category’s share. Published finishing positions also need to be read alongside the editorial verdict.

Test	Within category	Share of overall score
Snow · 100%
Snow Braking	35%	35%
Snow Traction	30%	30%
Snow Handling	35%	35%

Our standard methods

The conditions above are recorded for this test. The descriptions below explain our standard procedures; measurement windows and run counts can vary by test.

Snow Braking

For snow braking, I drive the test vehicle at an entry speed of 50 km/h and apply full braking effort to a standstill with ABS active on a groomed, compacted snow surface, measuring 45-5 km/h. I generally use a wide VDA (vehicle dynamic area) and progressively move across the surface between runs so that no tire ever brakes on the same piece of snow twice. My standard programme is twelve runs per tire set, although the sequence can extend further if the data justify it. I analyze the full set of runs and discard statistical outliers before averaging. The surface is regularly groomed throughout the session. To correct for changing snow surface conditions, I run reference tires repeatedly — typically every two candidate test sets.

Snow Traction

For snow traction, I accelerate the vehicle from rest on a groomed snow surface with traction control active and measure speed and time using GPS telemetry. I typically use a 5–35 km/h measurement window to reduce the influence of launch transients and powertrain irregularities. I use a wide VDA (vehicle dynamic area) and progressively move across the surface between runs so that no tire ever accelerates on the same piece of snow twice. The surface is regularly groomed throughout the session. I complete multiple runs per tire set and average the valid results. Reference tires are run typically every two candidate test sets to correct for changing snow surface conditions.

Snow Handling

For snow handling, I drive at the limit of adhesion around a dedicated snow handling circuit with ESC disabled where possible. The circuit is groomed and prepared after every run while tires are being changed, so each set runs on a consistently prepared surface. I usually complete between two and five timed laps per tire set, excluding laps affected by clear driver error or obvious environmental inconsistency. Because snow surfaces degrade more rapidly than asphalt, control runs are carried out more frequently — typically every two candidate test sets.

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